No need for diodes on the injectors. Someone on here has already tested the method of combining the injector outputs.

I don't think that you need them on the coil either. In fact, if you have the coil working OK then no need to change it.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

have a look in the tooth logger to confirm there are separate traces for both the crank sensor and cam sensor.
Have you configured for dual wheel mode in Ignition Options and selected the right input? Assume you're using the MS3X cam input?

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

On 27th Mar, 2016 Barrieri said:I think I have figured out why I'm lacking so much power.

You're probably not getting any fuel in the outer cylinders.

What have you done about the injection timing ??

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Good news :)) Today I started out by tweeking a bit the ignition configuration and also changed the spark output from A and C to A and B.

After such changes the engine run quite well I guess. Unfortunately up till now I only have one wideband on the outer two cylinders. And I could notice that at times the engine is running quite good but I have an issue which I haven't yet solved.

When the engine is idling and the AFR is around 13, and I press slightly on the throttle, the outer two cylinders run very lean (about 20) and the engine sounds as if it is working on the inner two pistons. Then if I stay at that same TPS, after a split second the engine runs back at four pistons and the AFR settles to 13 as it should. I tried to resolve this issue by enabling the acceleration enrichment and I guess it helped slightly, but still not to my expectations.

On 28th Mar, 2016 Barrieri said:When the engine is idling and the AFR is around 13, and I press slightly on the throttle, the outer two cylinders run very lean (about 20) and the engine sounds as if it is working on the inner two pistons. Then if I stay at that same TPS, after a split second the engine runs back at four pistons and the AFR settles to 13 as it should. I tried to resolve this issue by enabling the acceleration enrichment and I guess it helped slightly, but still not to my expectations.

The hesitation on applying some throttle is called "Tip-in". It can be tuned out using the VE Map and AE.

But you need to get the basic fuel distribution sorted first.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

On 28th Mar, 2016 Barrieri said:Do you think I should vary the injection table to account for the tip-in problem ?

No, Tip-in is a separate issue.

On 28th Mar, 2016 Barrieri said: To be honest I'm not very sure of what it is all about.

To be honest, you need to stop at this point and do some reading and understand the fundemental problems of injecting a siamese port engine.

On the A-Series, the holy grail is getting enough fuel into the outer cylinders. This can be done by injecting through the inlet valve when it is open. Hence the injection event needs to ocurr at a specific point of the engine cycle.

In the meantime, use this table as a guide. This might stop you from damaging the engine:

This is for a 998 using Mpi injectors and manifold, so should be in the right ball-park. It's for a boosted application but the 0 to 100 load figures are proven.

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

I was reading through your article Paul and noticed this "The cam sensor ensures that the ECU knows when No. 1 cylinder is on itís inlet stroke, rather than the power stroke." I've set my cam sensor in line with the cam tooth when cylinder 1 is at compression TDC. I read it from the ms3x hardware manual. Do I need to change it to piston 1 intake TDC instead of compression ?

On 28th Mar, 2016 Barrieri said:I was reading through your article Paul and noticed this "The cam sensor ensures that the ECU knows when No. 1 cylinder is on itís inlet stroke, rather than the power stroke." I've set my cam sensor in line with the cam tooth when cylinder 1 is at compression TDC. I read it from the ms3x hardware manual. Do I need to change it to piston 1 intake TDC instead of compression ?

Saul Bellow - "A great deal of intelligence can be invested in ignorance when the need for illusion is deep."
Stephen Hawking - "The greatest enemy of knowledge is not ignorance, it is the illusion of knowledge."

Unless they have changed the manual since I set mine up, it used to say cam trigger should be approx 120 BTDC (assuming a crank wheel missing tooth 90 BTDC).

So composite log should look more like this (this is mine).

The cam trigger being three teeth (approx) before the crank missing tooth, obviously once every other engine revolution and ideally on No1 compression stroke (to keep the injector wiring in numerical order).

Regarding what you're saying I have a slight misunderstanding I guess... When I was setting my crank trigger wheel which is a 36-1, the procedure used was to put the 1st piston in compression TDC and from the first tooth (engine rotating in clockwise) I placed the crank sensor on the 10th tooth (counting anticlockwise). Which implies that there is 90deg from the first tooth to the crank sensor. However when then I was configuring the megasquirt ignition setup, I had to assign 270deg instead of 90deg.